Wheel stop



ay ll, 1948. s. w. HAYES 2,441,193

WHEEL STOP Filed April 17, 1944 4 Sheets-Sheet 1 Al-In Ilu f 2Q l 4 y J0 edo A j@ 64 a Y 10 3,2 l 45 12 A J5 y i tal-..-

(s A f ay 11, 1948- s. w. HAYES WHEEL STOP Filed April 17, 1944 4 Sheets-Shet 2 May 11,1948.`

s. w. HAYES 2,441,193

WHEEL STOP Filed April 17, 1944 4 Sheets-Sheet 3 (al a a .fa 22' May n, 1948. s, w, HAYES '2,441,193

WHEEL STDP Fiied April 417, 1944 4 sheets-sheet 4 I 'UNIV I LL JUv Patented May 11,1948

UNITED STATES TENT ori-HCEy i (Cl. lofi-2.518)

33 Claims.

1 The present invention is directed to the improvement and simplification of wheel stops, of

the type commonly referred to as scotch blocks,

or the like, used on railway tracks. More particularly, it is directed to a type of wheel stop adapted to slide `along the rail and provided with portions extending below the base of the rail into abutting relationship with the ties, although certain features of the invention are applicable to stops xedly secured to rails so that they will not slide. This application is a continuation in part of my application Serial No. 459,136, led September 21, 1942.

Wheel stops constructed with portions extending below the base of the rail and arranged to slide along the rail under car wheel impact provide a cushion Istop for the Acar wheels because the force of the impact is transmitted to the ties and to the ballast. When the stop is struck by a moving car wheel, it moves along the rail and moves the tie and may even compress the tie somewhat so that there `is provided a shock absorbing resstance that minimizes .damage to either the car or the rails or to the stop itself.

The primary object of the present invention is to provide a new and improved wheel stop that may be constructed both simply and economically and which is rugged in construction.

A further object of the present invention is the provision of a new and improved wheel stop constructed primarily from metal bars which may have a width, for instance, of about six inches as distinguished from prior art wheel stops vwhich have `been customarily constructedvof steel plates.

A further object of the .present invention is the provision of a new and improved wheel stop constructed of bars and which possesses considerable strength .andrigidity so that it maybe safely used on railways.

Another object of the present invention is the provision of a new and improved wheel stop comprising a pair of wheel abutments of diierent heights and spaced lengthwise of the rail with the lower abutment forward ofthe higherone and so constructed and ar-ranged relative to `each other ythat wheels may strike both abutments substantially simultaneously at all speeds or first the lower and then the higher abutment, depending on the speed oi the wheel.

Another and more specific object of the present invention is the provision vof a new and improved wheel stop comprising a -pair of wheel abutment surfaces located at diierent heights lengthwise of the rail, with the lower abutment forward of :the upper one .and so coniigured vand arranged relative to each other that a vwheel strikes the lower forward abutment only or the forward abutment first and then the upper abut:- ment whereby the Weight of the Wheel and the load thereon acts .on the lower projection :to counteract the overturning moment acting upon the wheel stop.

Another more Specific object of lthe present invention is the provision of a new and improved wheel stop comprising a pair of 4whee1 abutments of vdinerent heights andspaced lengthwise of the rail with the .lower abutment forward O f :the higher. one and so constructed that a wheel of normal size strikes both abutments substantially simultaneously lat all speeds and that Wheels of smaller size strike the lower abutment or both abutments, dependingon the speed of the wheel,

and whereby the lower forward wheel abutment provides Va downward component of force that re.- duces the overturning moment vappliedto the stop asa result of car wheel impact.

Other objects and advantages of the invention will become apparent from .the ensuing ,description in thecourse of .which reference-,is had'to the accompanying drawings, in which:

Fig. l is a sideelevational view of one embodiment Aoi a .wheel stop embodying the present invention; Y

Figs. 2, 3 and 4 are'plan, front, and rear elevational views, respectively, of the stop;

Fig, 5 is a fragmentary vertical cross-sectional view `taken along the line 5-.5of Fig. 1 and illustr-ating details of holding means provided to vhold the stop in position on arail;

Fie. V6 is a fragmentary enlarged horizontal cross-sectional View taken'along the line 6- 6 of Fie. 1;

Figs. 7a, 7b and 7c are diagrammatic representations illustrating (a) the cooperative relation between the wheel stop and a wheel of normal size.; (b) the cooperative relation between the wheel stop and a wheel smaller `than normal travelingvatia. slow speed; and (c) the cooperative relation between the wheel stop and a Wheel smaller than Vnormal traveling at a fairly yhigh speed;

Fig. 8 is a side elevational vview of a modified form of wheel stop;

Fig.'9 is -a side elevational view of another and preferred embodiment of wheel stop constructed in accordance with the present invention; and

Figs. 10a-and 10b are diagrammaticrepresentations illustrating the vaction of the stop when stopping a wheel .of normal .or smallerthanl'normal size at Y(df) lower and `(1J) higher speeds.

Referring rst to Figs. 1 to 4, inclusive, it may be noted that the wheel stop of the present invention illustrated therein has been indicated as a whole by reference character I0. While only one stop has been illustrated, it is contemplated that two stops will be utilized in the usual installation, one stop for each rail.

The wheel stop of the present invention is characterizedby a number of novel features, among which may be mentioned (l) the construction of the various component parts of the stop of metal bars as distinguished from plates; (2) the provision of two wheel abutments of different heights and the spacing of these lengthwise of the rail; and (3) the abutment surface of the higher and rear-most abutment is such that a wheel has no tendency to rise therealong, atleast when moving forward (i. e., rearwardly as far as the stop is concerned), and the forward and lower abutment surface is such that a wheel may rise therealong.

The wheel stop illustrated in Figs. 1 to 7, inclusive,fincludes a wheel abutment constituted primarily by a vertically disposed metal bar I2, a pair of diverging and downwardly and rearwardly extending bars I4 and a generally U- shaped saddle I3 disposed in inverted position and straddling the rail I8. The forward ends of bars I4 are secured, as by welding, to the sides of the vertical bar above the rail I8 and the rear ends of the bars are secured in abutting relation to the saddle at substantially the level of the rail, although the lower extremities of the bars and saddle extend below the base of the rail into abutting relation with a tie 20, as best indicated in Fig. 1.

The vertically disposed bar I2 preferably has a thickness of about one inch, a width of about siX inches, and it rises to a height of sixteen and three-quarters inches above the top of the rail, i. e., a height greater (only slightly greater in this particular embodiment) than the radius of the normal size railroad car wheel, which has a diameter of thirty-three inches. It rests upon and is secured, as by welding, to a horizontal bar 22 disposed transversely of and extending beyond the sides of the rail head to receive holding means 24 located at opposite sides of the stop, and which will be described in detail shortly. The forward edge 26 of the bar defines a vertical wheel abutment or striking surface.

, bar-s, and saddle are united to form a unitary structure.

rThe `rigidity and strength of the stop are enhanced by utilizing braces to form a. box-like structure at the junction of the vertical and diverging bars. Diagonal braces 34 of generally triangular shape are secured to the lower edges of bars I4 and to the vertical bar and a rear brace 36 of trapezoidal shape is secured in vertical position to the rear edge of the vertical bar, the inner sides of bars I4 and to the rear edge of horizontal bar 22. Small triangular braces 38 are also secured to the lower edges of bars I4, the rear edge of the horizontal bar 22 and the lower outer edges of brace 36. The vertical bar is additionally braced against sidewise movement by a pair of front braces 4!! of generally triangular shape secured to the front edges of the vertical and horl-I zontal bars.

The wheel stop is held in position on the rail by the holding means 24 which, however, permit the stop to slide along the rail under car wheel impact. The holding means is best illustrated in Figs. 1, 3, 5 and 6 to which reference is now had. The two holding means are identical in construction and because of this only one will be described in detail and like parts of the other will be indicated by like reference characters. The holding means includes a bolt 42 extending through an aperture in the horizontal bar 22 and having a head 44 provided with an inclined portion 46 adapted to engage the underside of the rail head. The bolt is drawn up by a nut 48 until -the head engages the underside of the rail head.

The bolts and bolt heads support the wheel stop in vertical position on and prevent it from rising above the top of the rail and the inclined portions of the heads center the stop on the rail.

The bolt is kept properly positioned relative to the rail head by a retainer 50, in the form of a short piece of channel iron secured to the underside of the horizontal bar with the open side of the channel facing the rail and the web lapping under the horizontal bar 22 a distance of about one-eighth inch. In order to prevent the bolt from bending and to maintain the bolt head in contact with the rail head, the side of the bolt head away from the rail is in contact with the web, as best illustrated in Fig. 6. The bolt head also nts fairly closely in the inside of the channel so that, as the stop moves along the rail, the bolt is moved with it. In practice, the `bolt is tightened rmly, but even so, the stop will slide along the top of the rail under car wheel impact. TheV construction is such that the stop slides readilyeven more easily than stops provided with loops encircling the entire rail-and, at the same time, is kept upright.

According to another feature of the present invention, the wheel stop is provided with a second wheel abutment, indicated generally by reference character 52, of a height less than that of the first and located forward of the rst. This second abutment is constructed and arranged to take both vertical andhorizontal thrust whereby it functions to reduce the overturning moment applied to the stop upon car wheel impact and to relieve strain upon the bolts d2 and also reduces Wear of the bolt heads 44 engaging the underside of the rail head.

The second wheel abutment 52 is constituted by Va short length of steel bar 54 seated upon the top of the rail and rising, preferably, six inches above the top of the rail, and having a width of six inches. The upper forward corner of the abutment is cut at an angle of about 45 degrees to provide Ya wheel engaging surface 56. The bar is secured, as by welding, tothe vertical bar I2 and to the side braces 4B. c

In the described embodiment of the invention, the wheel abutting surfaces 56 and 25 are positioned so that a wheel of normal size, i. e., a wheel having a diameter of 33 inches and the largest size for which the illustrated stop is designed or is intended to be used with, strikes both surfaces at the Vsame time, whereas, a smaller wheel strikes either the surface 56 or both surfaces 56 and 26 ldependent upon the speed at which the car is traveling. Referring now to Fig. 7a, it may be noted that a wheel 58 of normal size is shown striking both surfaces 56 and 26 and in contact with the 'top of the'` rail. In fFig. 7b, a smaller wheel `6l) is shownl is the case when the wheel is traveling fast enough to'rise on the lower abutment.

From the above detailed description of lthe wheel stop of the present invention, it may be seenathat it may be constructed from metal bars cut into suitable shapes as by a torch orotherwise. The various parts may be readily assembled and welded together to form a wheel stop possessing sufhcient strength to enable it to .be used on railroads and in locations where it Ais .subjected to hard and continuous use. Furthermore, the stop may be manufactured economically. Y l

In `the installation of the Wheel stop, the -holding vbolts 42 are rst removed and the stop seated upon a rail with the saddle l preferably in abutting relation with the tie 23, After thus seating the stop, it is secured to the rail head bythe bolts i2 which are drawn rmly to bring intoenga-gement the inclined bolt head surfaces `i6 vand the under sides of the rail head. It is customary to use the stops in pairs, so that each rail should be provided with an individual stop and the two so located that they will be struck i by acar wheel at the same time.

'Ihe wheel stops may be applied to rails of different sizes although they have been illustrated as being applied to but a single size. In the drawings, the rail i8 is of the largest size to .which the illustrated wheel stop is applicable. The stop may be applied to smaller sized rails in the same manner as described, inasmuch as the bolt heads serve not only to secure, but also to align, the stop on the smaller sized rail.

In operation, the wheel stop, after being installed on the rail as described above, transmits the car wheel impact to the saddle i6 through the bars i4 and the latter, in turn, transmits the impactto the tie and ballast. rlhe tie and ballast yield more or less depending upon the nature` of the |ballast as well as upon the force of the impact to provide a cushion stop.

When the wheel stop is struck by a wheel of normal size, the wheel strikes the two Wheel abutment surfaces 26 and 5S at the same time. The result is a distribution of the force of the impact between the two abutments and since the lower abutment is formed by an inclined surface, it is subjected to both a horizontal and downward component of force. The downward component of force relieves the strain in the bolts 42 and likewise reduces the overturning moment applied to the stop as a whole.

When the wheel stop is struck by a wheel smaller than the normal size, and it has been found in practice that approximately seven wheels lout of eight are smaller than normal size, the car is stopped by the engagement of the car wheel with one or both abutments dependent upon the rate of travel of the car wheel. In the; event the car wheel is traveling slowly, it strikes only abutment surface 56, but if it is traveling at a fairly high rate of speed, the wheel will strike abutment surface S and climb therealong until it also strikes abutment surface 26. In either event, and as with the case of the normal size wheel, a downward as well as horizontal force is applied to the stop whereby the overturningmoment is reduced as is the strain 4members are constructed from metal plates.

upon thebolts. The-:reduction inst-rain onthebolts -is particularly advantageous.inrthattherbolt head is forced against rtheunderfside of --the rail head -with a lesser .pressure so that, as the stop slides under car wheel impact, there is less wear of the bolt head. Consequently, itis not necessary -so often to tighten the bolts to take up slack ythat may be Acaused by the wearing of the boltheads.

When the stop .is struck by a wheel, it is probable that the .wheel does vnot continuously bear against the lower forward wheel abutment. The contact may be such-that when a car strikes an obstruction on a track-such as a wheelstop, everything involved partakes of some movement. This includes the car body, -t-he truck, the obstruction and the track. None-of these is static but moves in different-ways. It is'thus'probable that when a car strikes `the wheel stop, and especially the upperabutment, the wheelsdo-rise a little in connection with the contortions through which the truck goes. However, contact between the wheel and lower abutment is missing yfor but one or more separated instances which are not sufficiently long forthe overturning moment to act.

If desired, the principles of the present invention may be embodied in a stop rwherein the wheel stop defining members and the diverging A construction of this character is illustrated in` Fig. 8, to which reference will A'now be had.

The stop illustrated in Fig. 8 corresponds to that previously described except vthat the ldiverging members lil (only one of which is shown) are` cut from metal plate with integral brace defining portions l2 corresponding to the braces 38 of the rst embodiment and that the wheel abutments '14 and 'l5 are integrally formed from a plate cut into the illustrated shape. The main wheel abutment striking surface 'lllv is constituted by the vertical forward edge of the higher portion of the plate and the second wheel abutment striking` surface 48l) is yconstituted by the angularly disposed edge of the lower lportion of thel plate.

The assembly of the stop .of'Fig 8 is somewhat simpler than that of the stop previously described Vas it requires less welding and no. chamfering of joints preparatory to welding. IThe stop functions in. the samemanner as the previously described stop and possesses the saine advantageous features.

The embodiment of the present invention illustrated in Figs. 9, 10a and 10b, and which is illustrative of a preferred embodiment of the invention, is similar to' the wheel stop illustrated in Fig. 8 but has several advantagesthereover. The abutment surfaces of this wheel stop are so arranged that even the largest wheel for which the stop is intended or designed will strike the lower abutnrrentA first and then, risingV slightly above the rail, will strike the upper abutment,

provided; ofcourse, vit is'traveli-ng at azsufciently 'high rate of speed.

The embodimentv of the invention illustrated` in Figs. 9, 10a and 10b has several advantages. In the first place, the two abutments will not have to be placed precisely with respect to each surface. While worn wheels will rise somewhat slightly higher. above .the railthan in: the prei f :infiniesvioiisly l described embodiment, therev is no -objection to this. Such rising is objectionableonly if thestops raise the 'wheels engaging them sev'- eral inches above the rail--and the objection is the possible bending of the center pin.

Referring now more particularly to Fig. 9, it may be noted that the wheel stop illustrated therein is identical with that shown in Fig. 8 with two exceptions. The first difference is in the raising of the wheel abutment Vlill (corresponding to abutment '14) by one-fourth inch, thereby to extend the length of the vertical abutment surface 92 by the same distance. The second difference is in the addition of one-eighth inch of material to the lower abutment 94 (corresponding to abutment 16) in a direction normal to the abutment surface S6.

The operation of the wheel stop of Fig. 9

differs from the 'operation of those previously described in that both the normal size and worn wheels strike the lower forward abutment surface 9S only if the wheel is traveling at lower speeds and at higher speeds they strike the lower :abutment surface 96 rst and then the upper abutment surface 92. The lower speed operation is illustrated in Fig. 10a and the higher speed operation is illustrated in Fig. 10b. At the left the wheel engages only the lower abutment surface 95, whereas, at the right the wheel engages both the lower and upper surfaces S6 and 92, respectively.

In all embodiments of the invention illustrated, it may be noted that the upper abutment surface has a conguration such that a wheel striking it will have no substantial tendency to rise therealong. It may be noted further that this configuration is a substantially flat vertical surface. While this conguration is preferred, it should be understood that a forwardly slanting surface could be added to Vor extended from the verti-cal surface. Such a surface would not only have no substantial tendency to raise a wheel striking it but it would, invaddition, have a tendency to prevent such rising. This modified form of construction has been illustrated and claimed in my copending application Serial No. 531,416, filed contemporaneously herewith. Y

While the wheel stops have been described as including the two wheel abutments, itshould be understood that, if desired, only the main wheel abutment need be utilized. In this event, the wheels of all sizes would strike the abutment surface 26. Tests thus far made have proved a construction of this character to be satisfactory.

It should be understood further that, while it is preferred that the stops be so constructed and arranged as to slide along the rail under car wheel impact, they could be constructed to be secured xedly to the rail.

What I claim as new and desire to secure by United States Letters Patent is as follows:

1. A car wheel stop adapted to be seated upon a rail, including in combination, a, vertically disposed bar above the top of the rail rising substantially to the height of a car wheel axle and forming a car wheel abutment, means including a, pair of rearwardly and downwardly extending bars the upper ends of which'are secured to said first mentioned bar for transmitting the shock of car wheel impact to the ties and ballast, and means for holding the stop on the rail.

2. A -car wheel stop adapted to be seated upon a rail,-including in combination, a vertically disposed bar above the top of the rail rising substantially tothe height of a car wheel axle and fdr-ming a oar wheel abutment; a railv saddle coli-5 sistlng of Ya substantially U-shaped Y member located to the rear of said bar and extending into the plane of the rail ties and ballast, a pair of rearwardly and downwardly extending bars the upper ends of which are secured to said first mentioned bar above the top of the rail and the lower ends of which are secured to said saddle substantially at the level of the rail for transmitting Vthe shock of car wheel impact to the saddle, ties, and ballast, and means for holding the stop on the rail.

3. A car wheel stop adapted to be seated upon a rail, including in combination, a horizontal bar extending across the top of the rail, a vertically disposed bar secured to said horizontal bar and rising above the top of the rail substantially to the height of a car wheel axle and forming a car wheel abutment, means including a pair of rearwardly and downwardly extending bars the upper ends of which are secured to said vertically disposed bar for transmitting the shock of car wheel impact to the ties and ballast, and means for holding the stop on the rail.

4.- A car wheel stop adapted to be seated upon a rail, including in combination, a horizontal bar extending across the top of the rail beyond the sides of the rail head, a vertically disposed bar secured to said horizontal bar and rising above `the top of the rail substantially to the height of a said horizontal bar at oppOsite sides of the rail head and adapted to engage the under sides of the rail head for holding the stop on the rail.

5. A car wheel stop adapted to be seated upon a rail, including in combination, a horizontal bar extending across the top of the rail beyond the sides of the rail head, a vertically disposed bar secured to said horizontal bar and rising above the top of the rail substantially to the height of a car wheel axle and forming a car wheel abutment, a rail saddle consisting of a substantially U-shaped member located to the rear of said bars and extending into the plane of the rail ties and ballast, a pair of rearwardly and downwardly extending bars the upper ends of which are secured to said vertical bar above the top of the rail and the lower ends of which are secured to said saddle substantially at the level of the rail for transmitting the shock of car wheel impact to the saddle, ties, and ballast, a pair of channel-like members secured to the under side of the horizontal bar at opposite sides of the rail head, with their open sides facing the web of the raill and bolts extending through the horizontal bar for holding the stop on the rail, the bolts having heads fitting into said channel-like members whereby they are prevented from turning and also having head portions adapted to abut against the under sides of the rail head.

6. A car wheel stop adapted to be seated upon a rail, including in combination, a vertically disposed bar rising above the top of the rail substantially to the height of a car wheel axle and forming a car wheel abutment, means including a pair of rearwardly, sidewardly and downwardly extending bars the upper ends of which are secured to said first mentioned bar for transmitting the shock of car wheel impact to the ties and ballast. bracing means associated with the v sides ofthe vertical bar secured to the vertical bar and tothe lower edge of the pair of bars on the respective sides of the vertical bar, and a brace secured to the rear edge of the vertical bar and to the inner surfaces of the pair of bars, and means for holding the stop on the rail.

7. A car wheel stop adapted to be seated upon a rail, including incombination, a vertically disposed member seated upon and rising above the top of the rail at least to the height of -a car wheel axle and forming a car wheel abutment, means including a pair of rearwardly and downwardly extending members the upper ends of which are secured to said first mentioned member and the lower ends of` which extend below the rail for transmitting the shock of car wheel impact to the ties, and means for holding the stop on the rail.

8. A car wheel stop adapted to be seated upon a rail, including in combination, a horizontal member extending transversely across the top of the rail, a. vertically disposed member rising above said rst mentioned member at least to the height of acar wheel axle and forming a car wheel abutment, means including a pair of rearwardly and downwardly extending members for transmitting the shock of car wheel impact to the ties, the upper ends of said members being secured to said vertically disposed member above said horizontal member-and the lower ends extending below the rail and each of said members having an integral projection abutting against the rear edge of said horizontal member, and means associated with said transverse horizontal member for holding the stop on the rail 9. A car wheel stop adapted to be seated upon a rail, including in combination, a horizontal member extending transversely across the top of the rail, a vertically disposed member rising above said iirst mentioned member at least to the height of a car wheel axle and forming a car wheel abutment, means including a pair of rearwardly and downwardly extending members connected to the vertically disposed member for transmitting the shock of car wheel impact to the ties, and means for securing said stop to the rail, said last mentioned means including a pair of channel-like members secured to the underside of the horizontal member at opposite sides of the rail head with their open sides facing the web of the rail, and bolts extending through the horizontal member, said bolts having heads engaging the undersides of the rail head and the inner surfaces of the webof the channel-like members.

10. A car wheel stop adapted to b-e seated upon a rail, including in combination, a horizontal member extending transversely across the top of the rail, a vertically disposed member rising above said rst mentioned member at least to the height of, a car wheel axle and forming a car wheel abutment, means including a pair ofV rearwardly and downwardly extending members connected to the vertically disposed members for transmitting the shockof` car wheel-impact to the ties, and means for securing said stop to the rail, said last mentioned means including a pair of channel-like members secured to the underside of the horizontal member at opposite sides of the rail head with their open sides facing the web of the rail, and bolts extending through the horizontal member,lsaid bolts having hea-ds engaging the undersides of the rail head and fitting closely within the Channelflike members.

11'. In a wheel stop adapted to be seated upon a rail, structure providing a pair of wheel abut-V ments rising above the top of the rail, one of said abutments includingy an upper` abutment surface havinga congurationsuch and so located that a wheel striking it will have no substantial tendency to'risel along the surface, and the other of said abutments includingv an abutment surface at a lower level andforward of said upper abutment surface, said lower abutment surface having a conguration enabling a wheel to rise therealong and being so. located relative to the first mentioned abutmentsurface thatthe largest wheels withy whichthegstop may be used strike the upper andilower abutment surfaces substantially simultaneouslyand smaller wheels strike the upper surfaceafter striking and while in contact with the lower surface, whereby the engagement of the wheel withv the lower surface is effective to produce a downward component of force reducing the over-turning moment resulting from the impact of a car wheel against eitherthe lower or both abutment surface, andv means for holding thefstop seated upon the rail.

1 2. Ina wheelstopadaptedto be seated upon a rai-l, structure providing a pair of wheel abutments risingabove-the top of the rail, oneof said abutments including an upper abutment surface havinga configuration such and so located that a wheel strikingit will have no substantial tendency to rise along thesurface, and the othery of said abutments including an abutment surface at a lower level. and,v forwardy ofY said upper abutment surface,v said lower, abutment surface having a conguration-enablinga Wheel to rise therealong and being: so located relative to the iirst mentioned` abutment surface that the largest wheels with whichthe top may be used strike-the upper and mwen-abutment surfacessubstantially simultaneously and smaller wheelsA strike the upper surface afterstriking and' while in contactwith thet-lower-sur-face, whereby the-engagement of the wheel withthe lower surface is elfective to produce a downward componentl of force reducing the overturning moment resulting from the impact of aca r wheel against; either the lower or both abutment surfaces, and; means secured to said structure-.near the abutment surfaces having portions adapted slidably to engage the undersides of the rail; head` at oppositev sides of the railfor holding-the stopon thel rail. i

13.k In a wheel stop adapted to lbe seated upon a rail, structure providing a pair of wheel abutments rising above the top? of the rail, one of said abutments. includingv an upper substantially Vertical abutment surface so that a wheel striking it will havenosubstantial tendencyto rise along the surface, and the other of said abutments including a relatively flat abutment surface at a lower level and forward ofsaid abutment surface, said lower abutment surface having an inclination enabling a wheely to rise,v therealong. and being so located relative to the: first mentioned abutment surface that the largest sized wheels with which the stop may be use-d strike the upper and-lower abutment surfaces substantially simultaneously and smaller wheelsstrike theupper surface after striking and while in Contact with the lower surface, whereby the` engagement vof thewheel with the lower surface is effective-to produce a downward component of force reducingfthe overturning moment resulting fromy the-.impact of aV car wheel against eitherthe lower or bothabutment surfaces, and means forholding the Stop seated upon the rail.

1.4. Inga wheel stcpofthetype adapted to be seated upon and to slide along a railunder car wheel to transmit theshock of'car Wheel impact tothe ballastV and ties, structure providing a pair of wheel abutments rising above thetop of the rail, one of said abutments including an upperA substantially vertical abutment vs urface so that a Wheel striking it will have no substantialtendency to rise along the surface, and the` other of said abutments including an abutment surface `at a lower level and forward of said upper abutment surfacasaid lower abutment surface having an inclination enabling a wheel to rise therealong and being so located relative to the rst mentioned abutment surface that the largest sizedwheels with which vthe stopr may be used strike the upper and lower abutment surfacesrsimultaneously and smaller wheels strike the upper surface after striking and while in contact with the lower, surface,v whereby the engagement of the wheel with the lower surface is effective to producea downward component of force reducing theA overturning moment resulting 'from the impact of a car wheel against either the lower or both abutment ,surfaces, and means secured to said structure nearvthe abutment surfaces and having lportions adapted slidably to engage the undersides of the rail head at opposite sides of the rail for holding the stop on the rail.

V15. In a wheel stop adaptedv to be seated upon a rail, a first wheel abutment comprising structure rising above the top of a railto a height substantially less than the'height of the wheel axle and having an abutment surface configured to enable a Vwheel to rise therealonga second wheel abutment comprising structure connected to Athe rst'structure having a second abutment surface located tothe rear of the first and at substantially the heightY of the wheel axle, said second abutment surface being configured so that a y,Wheel striking it vwill not rise therealong, and said surfaces being sc located that the largest size of wheel for which the stop is primarily designed strikes bth abutment surfaces substantially simultaneously, and meansfor holding the stop seated upon the rail.

16.'In a wheel stop adapted to be seated upon a rail, a first wheel abutment 'ccmprising structure rising above the top of airail to a height substantially less than the height of the wheel axle and having an abutment surface configured to enable a Wheel to rise therealong, a second wheel abutment comprising structure connected to the first structure having a, second abutment surface locatedto the rear of the rst and at substantially the height of the wheel axle, said second abutment surface being configured so that a wheel striking it will not rise therealong, and said surfaces being so located that the normal size of wheel for which the stop is primarily' designed strikes both abutment surfaces substantially s imultaneously and a worn wheel strikes either the rst abutment surface or the first and second abutment surfaces depending on the speed of travel vof the wheel, and means lfor holding the stop seated upon the rai-l.

17. Inca wheel stop adapted to be seated upon a rail, a first wheel abutment comprising structure seated upon and rising above the top of a rail to a height substantially less than the height of the wheel axle and having an abutment surface inclined at `about 45 degrees, and a second wheel abutment comprising structure connected to the first structure and having a substantially vertical abutment surface located to the rea-r of the first and at substantially theheight of the wheel axle,

12 said surfaces being so located lengthwise of the rail that the largest size of'wheel for which the Vstop is primarily designed strikes the abutment surfaces substantially simultaneously, means including a pair of rearwardly and downwardly extending members the upper ends of which are secured to said second abutment structure near the vertical abutment surface and the lower ends of which extend below the rail for transmitting the shock of car wheel impact to the ties and ballast, and means including structure extending horizontally outwardly from the second abutment structure at the level of the top of the rail and rail head clamping means detachably secured Ythereto for holding the stop on the rail.

18. In a wheel stop adapted to be seated upon a rail, a pair of wheel abutments rising above the top of the rai-l, one of said abutments having a substantially vertical abutment surface located substantially at the height of a car Wheel axle, and the other of said abutments being located forward of and lower than said one abutment, said other abutment having an abutment surface with l an inclination of about 45 degrees, said surfaces being so located that wheels of the largest size for which the stop is primarily designed strike both surfaces at substantially the same time and smaller wheels strike said other abutment surface only or both surfaces, and means for holding the.y stop seated upon the rail.

19. In a wheel stop adapted to be seated upon a rail, a first wheel abutment comprising a bar ris-- ing above the top of a rail to a height substantially less than the height of the wheel axle and. having an inclined wheel abutting surface, a second wheel abutment secured to the first comprising a vertical bar located to the rear of the rst and rising above the rail to a height substantially that of the wheel axle, the angle of inclination of said abutting surface and the spacing of the bars being such that a wheel of normal size strikes the inclined abutting surface of the first abutment and the vertical forward edge of the second abutment at substantially the same time, and means for holding the stop seated upon the rail.

20. A wheel stop adapted to be seated upon a rail, including in combination, a first wheel abutment comprising a bar rising above the top of a rail to a height substantially less than the height of the Wheel axle and having an inclined Wheel abutting surface, a second wheel abutment secured to the first comprising a vertical bar located to the rear of the first and rising above the rail to a height substantially that of the wheel axle, the angle of inclination of said abutting surface and the spacing of the bars being such that a wheel of normal size strikes both at substantially the same time, means including a pair of rearwardly and downwardly extending bars the upper ends of which are secured to said vertical bar for transmitting the shock of car wheel impact to the ties and ballast, and means adapted to hold the stop seated on a rail.

21. A car wheel stop adapted to be seated upon a rail, including in combination, a horizontal bar extending across the top of the rail beyond the sides of the rail head, a vertically disposed bar secured to the top of said horizontal bar and rising above the top of the rail substantially to the height of a car wheel axle and forming a car wheel abutment, a second wheel abutment comprising Va vertical bar secured to the front edges of both said vertical and horizontal bars and rising to a height substantially less than the height of the wheel axle, means including a pair of rear-l 13 wardly and downwardly extending bars the upperl ends of which are secured to said vertical bar for transmitting the shock of car wheel impact to the ties and ballast, and means movably mounted in said horizontal bar at opposite sides of the rail head and adapted to engage the undersides. of the rail head for holding the stop on the' rail.

22. In a wheel stop adapted to be seated upon a rail, an integral metallicl plate providing a pair of wheel abutments rising above the top of the rail, one of said abutments including an upper abutment surface at substantially the level of the vcar wheel axle and having a configuration such that a wheel striking it will have no sub-- stantial tendency to rise along the surface, and the other of said abutments including an abutment surface at a lower level and forward of said upper abutment surface, said lower abutment surface having a conguration enabling a wheel tor rise therealong and being so located relative to the first mentioned abutment surface that wheels for which the stop is designed strike the upper and lower abutment surfaces simultaneously or the upper surface after striking and while in contact with the lower surface, whereby the engagement of the wheel with the lower surface produces a downward component of force reducing the overturning moment resulting from the impact of a car wheel against either the lower or both` abutment surfaces, and means for holding the stop seated upon the rail.

23. In a wheel stop adapted to be seated upon a rail, an integral metallic plate providing a pair of wheel: abutments rising above the top of the rail, one of said abutments including an upper abutment surface at substantially the level of the 'car wheel axle and having a configuration such that a wheel striking it will have no substantial tendency to rise along the surface, and the other of said abutments including an abutment surface at a lower level and forward of said upper abutment surface, said: lower abutment surface having a configuration enabling a wheel to rise therealong and being so located relative to the first mentioned abutment surface that wheels for which the stop is designed strike the upper and lower abutment surfaces simultaneously or the upper surfacel after striking and while in contact with the lower surface, whereby the engagement of the wheel withl the lower surface produces a downward component of force-reducing the overturning moment resulting from the impact of a' car wheel against either the lower or both abutment surfaces, means including a pair of rearwardlyand downwardly extending members the upper ends of which are secured to said plate near the upper abutment surface and the lower ends of which extend below the level of the rail for transmitting the shock of car wheel impact to the ties and ballast, and means including structure extending horizontally outwardly from the plate at the level of the top of the rail and rail head clamping means detachably secured thereto for holding the stop on the rail.

24. In a wheel stop adapted to be seated upon a rail, a first wheel abutment comprising structure rising above the top of a rail to a height substantially less than the height of the wheel axle and having an abutment surface configured to enable a wheel to rise therealong, a second wheel abutment comprising structure connected to the 'first structure defining a second abutment surface located to the rear of the rst and at a height above that of the wheel axle, said second cantinasI abutment-surface being configured so that a wheer striking it will not rise therealong, and said surfaces being so located that the largest size. of wheel for'which the stop is primarily designed strikes the first abutment surface only at 4lower speeds of travel and the lirst abutment surface rst and then rises therealong and also strikes the second surface at higher speeds of travelvof the wheel, and means for holding the stop. seated upon the rail.

` 25. In a wheel stop adapted to be seated upon a rail, a first wheel abutment comprising structure rising above the top of a rail to a height substantially less. than the height of the wheel axle and having an inclined abutment surface, a second wheel abutment comprising structure connected to the first structure defining a second and generally vertical abutment surface located tothe rear of the 'ii-rst and at a height above that of the wheel axle, the angle of inclination of said .first abutment surface and the location of said surfaces being such that the largest size of wheel for which the stop'is primarily designed strikes the inclined: abutment surface only at lower speeds of travel and the inclined abutment surface first. and then rises therealong and also strikes the second surface at higher speeds of travel of the wheel, and means for holding the stopseated upon the rail.

26'.. In a wheel. stop adapted to be seated upon a rail, a first wheel abutment comprising structure seated upon and rising above the top of a rail to a height substantially less than the height of the wheel axle and having an abutment surface inclined at about 45 degrees, and a second wheelv abutment comprising structure connected to the first structure and having a substantially vertical abutment surface located to the rear of the first .and at a height slightly above that of the wheel' axle, said surfaces being so located lengthwise of the rail that the largest size of wheel for which the stop is primarily designed strikes the inclined abutment surface only at lower speeds of travel and the inclined abutment surface rst. and then rise therealong and also strikes` the second surface at higher speeds of travelv ofV the wheel, means including a pair of rearwardly and downwardly extending members the upper ends of which are secured to said second abutment structure near the vertical abutment surface and the lower ends of which extend below the rail for transmitting the shock of car wheel impact to the ties and ballast, and means including structure extending horizontally outwardly fromy the second abutment structure at the levelV of the top of the rail and rail head clamping means detachably secured thereto for holding the stop on the rail.

27. In a wheel stop adapted to be seated upon a rail, structure providing a pair of wheel abutments rising above the top of the rail, one of said abutments including an upper abutment surface slightly above the level of the car wheel axle and having a conguration such that a wheel striking it will not rise along the surface, and the other of said abutments including an abutment surface at a lower level and forward of said upper abutment surface, said lower abutment surface having a configuration enabling a wheel to rise therealong and being so located relative to the first mentioned abutment surface that wheels for which the stop is primarily designed strike the upper surface after striking and while in engagement with the lower surface, whereby the engagement of the wheel with the lower surface pro- 15 duces a downward component of force reducing the overturning moment resulting from the impact of a car wheel against either the lower or both abutment surfaces, and means for holding the stop seated upon the rail.

28. In a wheel stop adapted to be seated upon a rail, a first wheel abutment comprising structure rising above the top of a rail to a height substantially less than the height of a wheel axle and having an abutment surface configured to enable a wheel to rise therealong, a second wheel abutment comprising structure connected to the iirst structure defining a second abutment surface located to the rear and above the iirst, said second abutment surface being configured so that a wheel striking it will not rise therealong, said surfaces being so located that the largest wheels with which the stop may be used strike the two abutment surfaces substantially simultaneously and smaller wheels strike the upper surface after striking and rising along but in contact with the lower surface, whereby the engagement with the lower surface is effective to produce a downward component of force reducing the overturning moment resulting from the impact of a car wheel against either the lower or both abutment surfaces, and means slidably securing said abutment defining structures to the rail.

29. A wheel stop having an abutment surface adapted to be located above the rail engageable by a wheel and subject to an overturning moment when engaged by a wheel and adapted to slide lengthwise of the rail under car wheel impact, characterized in that the stop includes substantially vertically extending means having structure engageable with the opposite undersides of and only substantially vertically adjustable relative to the rail head for offsetting the overturning moment, and means extending below the rail head engaging said structure of said rst mentioned means for preventing movement thereof lengthwise of the rail relative to the stop.

30. A wheel stop having an abutment surface adapted to be located above the rail engageable by a wheel and subject to an overturning moment when engaged by a wheel, characterized in that the stop includes a pair of substantially vertically extending bolts having heads engaging the opposite undersides of the rail head for offsetting the overturning moment, and channellike members closely receiving the bolt heads for preventing movement of the bolt heads lengthwise of the rail relative to the stop.

31. A Wheel stop having an abutment surface adapted to be located above the rail engageable by a wheel and subject to an overturning moment when engaged by a Wheel, characterized in that the stop includes substantially vertically extend- N umber ing and only vertically adjustable means at the opposite sides of the rail, `said means each including structure adapted to have substantial but sliding engagement with the underside of the rail head at its side of the rail, whereby said structures are adapted slidingly to engage the opposite undersides of the rail head to oiset overturning moment and to hold the wheel stop vertically relative to the rail.

32. A wheel stop having an abutment surface adapted to be located above the rail engageable by a wheel and subject to an overturning moment when engaged by a wheel characterized in that the stop includes independent and removable substantiallyvertically extending and only substantially vertically adjustable means at the opposite sides of the rail, said means each including structure adapted to have substantial but sliding engagement with the underside of the rail head at its side of the rail, whereby said structures are adapted slidngly to engage the opposite undersides of the rail head to oiset overturning moment and to hold the wheel stop vertically relative to the rail.

33. A wheel stop having an abutment surface adapted to be located above the rail engageable by a wheel and subject to an overturning moment when engaged by a wheel, characterized in that the stop includes substantially vertically .extending and only vertically adjustable bolts at the opposite sides of the rail, said bolts each having a bolt head with an inclined surface adapted to have substantial but sliding engagement with the underside of the rail head at its side of the rail, whereby said bolts are adapted slidingly to engage the opposite undersides of the rail head to offset overturning moment, and to center and to hold the wheel stop vertically relative to the rail.

STANLEY W. HAYES.

REFERENCES CITED The following references are of record in the file of this patent:

UNTED STATES PATENTS Name Date 304,697 Broomhall Sept. 9, 1884 406,855 Rogers July 9, 1889 1,611,714 Bodkin Dec. 21, 1926 1,801,917 Hayes Apr. 2l, 1931 1,847,792 Stewart Mar. 1, 1932 1,864,539 Hayes June 28, 1932 1,910,389 Hayes May 23, 1933 2,164,404 Hayes July 4, 1939 2,235,994 Hayes Mar. 25,` 1941 2,359,106 Hayes Sept. 26, 1944 Certificate of Correction Patent No. 2,441,193. May 11, 1948.

STANLEY W. HAYES It is hereby certified that error appears in the above numbered patentrequiring correction as follows:

In the drawings, Sheet 2, strike out Figure 7 appearing at the bottom thereof and that the said Letters Patent should be read With this correction therein that the same may conform to the record of the case in the Patent Office.

Signed and sealed this 20th day of September, A.. D. 1949.

[IML] JOE E. DANIELS,

Assistant Oommzssioner of Patents. 

